Automobile transmission



3 Sheets-Sheuet 1 F. KUEHNEL Filed Oct. 10, 1934 AUTOMOBLLE TRANSMISSION July 12, 193s.

.INVENTOR MM July 12, 1938- F. KUEHNEL 2,123,430

AUTOMOBILE TRANSMISSION Filed oct. 1o, 1954 s sheets-sheet 2 w QQ.. @oww N w EN QQ www Jl'lly 12, 1938.

F. KUEHNEL AUTOMOBILE TRANSMISSION Filed oct. 1o, 1934` sheets-sheet s INVENTOR 35 rangement, and combination of parts which will to by one or more keys 21 for a purpose to be .25

45 after described. Figure 6 illustrates a detail. both of which are carried in the central hub 42 45 rammed July 12, 193s 2,123,430

UNITED4 STATES PATENT OFFICE AUTOMOBILE TRANSMISSION Frank Kuelmel, Detroit, Mich.

Application October 10, 1934, Serial No. 747,667

i claims. (ci. 74-2601 My invention relates to transmissions for autonected also, by means of the bolt 1, a cylindrimobiles, trucks, and like vehicles, and its princical casing9 which projects through an opening pal object is to provide a transmission in which `IIJ in the housing I and is provided with an oil the ratio or speed changes are operated and conslinger II. `lntegxal with the casing 9 is a sleeve 5 trolled by variations in the torque developed at I2, the inner periphery of which is provided with 5 the driving axle of the vehicle in conjunction with a quick pitch screw thread I3 and upon its outer 'the normal fluctuations of the motor speed. periphery are the V-shaped grooves or notches Another object of my said invention is to pro- I4, I4' and I4 for a purpose to be hereinafter vide a transmission of the character referred to explained.l Within the sleeve l2 is an internal which, notwithstanding the automatic nature of sleeve I5 having at its rear end external high 10 its operation, may also be controlled by the operpitch screw threads adapted to engage the inator when so desired so as to operate onany ternal screw threads I3 of the sleeve I2, while step in the speed range and may be locked in upon itsiront end are the annular teeth I6 of position to maintain it at a given ratio for any rack-like contour adapted to engage with the l5 permdi toothed quadrant I1 which is pivoted at I8 to the 35 A further object of my said invention is to casing 9. Integral with the quadrant I1is an arm provide a transmission which may be operated I9 upon the end of which is a weight 20, and also and controlled in a simple and effective manner integral with the said quadrant is a short leverv without employment of the usual friction clutch 2| having at its extrerrie end a bearing 22 Within or any analogous connecting and disconnecting which is located a pivot pin 23. To the pin 23 20 means other than the necessary elements of the is connected o ne end of a link 24, the other end speed-varying mechanism. of which is pivoted at to a sleeve 26 slidably With these and other objects in view, the invenmounted upon the external periphery of the sleeve tion consists in the improved construction, ar- I2 but prevented from rotating in relation therebe hereinafter fully described, reference being hereinafter explained. Rotatably mounted at its had to the accompanying drawings, which illusfront end in the ball bearing 28 in the casing 9, trate a preferred embodiment thereof, in which and at its rear end in the roller bearing 29, is

drawingsthe central shaft 30 having at its front end a re- 30 Figure lis asectional plan view taken upon the duced portion 3i which supports the internal 30 main axis of the transmission. sleeve I5, the said sleeve being rotatableand also Figure 2 is a transverse section taken in a verslidable in relation to the shaft. tical plane upon line 2--2 of Figure 3, certain Integral with the shaft 30 is a pinion 32 with details, howevenbeing presented in elevation for which meshes the central planetary pinions 33 35 the purpose of clearness. rotatably mounted upon the pins 34, the reduced 35 Figure 3 is a section on line 3-3 of Figure 2, ends of which are carried in bosses 35 in the gear certain parts being also shown in elevation. housing 36. In one piece with, or rigidly secured Figure 4 is a transverse section taken on line to, the pinions 33 are the pinions 31, 38, the pin- 4-4 of Figure 1 showing the general organization ions 31 being of a diameter considerably less than of the planetary gearing which constitutes an the central pinions 33, While the pinions 38 have 40 important part of my invention, and a diameter intermediate between that of the pin- Figure 5 is a vertical longitudinal section taken ions 33 and 31. (jo-axial with the shaft 30 is on line 5 5 of Figure 2 illustrating details of the rear transmission shaft 39 rotatably mounted certain manual controlling means to be hereinin the ball bearings 40 and in roller bearings 4I,

Figures 7 and 8 are diagrams illustrating a which forms part of the rear end cover 43 of the method of checking the operation of the transhousing I.` mission, to be hereinafter described. The shaft 39, as shown clearly in Figure 1, is

I is the housing having the flange 2 adapted bored at its end to receive, the bearing 29 of for connection to a motor crank case 3 of any the shaft 39, and upon its outer periphery is 50 ordinary construction. 4 isthe motor crank shaft formed a pinion 44 which meshes with the planesupported in suitable bearings, not shown, and tary pinions 31, and to the rear of this pinion is provided with an oil slinger 5 and with a flange a ball bearing 45 upon which is rotatably support- 6 to which is secured by bolts 1 a flywheel 3 of ed one side of the gear housing 36, the other side any conventional design. To the ange 6 is conof which is supported upon a similar ball bearing 55 46,'the latter being mounted upon a sleeve 41 which surrounds the shaft 60. The sleeve 41 is normally rotatable in relation to the shaft 30 and is supported at its rear end upon a roller bearing 46 and at its front end upon a bushing 49, both of which are in turn supported by the shaft 30. The sleeve 41 is provided at its rear end with a pinion 50 which meshes with the pinions 36 in the gear housing. Forward of the pinion 50 and the bearing 46 the sleeve 41 has a series of teeth 5| extending throughout the greater part of its length forming an elongated pinion. The sleeve, however, has its diameter reduced below the bot-- toms of the teeth for a short distance from the front end of the sleeve, as indicated at 52. Upon the sleeve 41 is mounted a brake drum 53, the bore'of which is formed as an internal gear having teeth engaging the external teeth ,upon the sleeve so as to rotate with the said sleeve, while any endwise movement is prevented by the collar 54 which lies within an annular groove in the sleeve.

'Ihe external periphery of the brake drum 53 is formed oi.' a pair of frusta-conical anges 55, 56, and surrounding the said drum are Ia pair of annular brake bands 51, 56 adapted to engage the said brake drum when they are moved towards one another by means to be hereinafter explained. Upon the outer periphery of the gear housing 96 are a similar pair of frusto-conical members 59, 60 adapted to form a brake drum, and surrounding this drum are a pair of annular brake bands 6|, 62 which are caused to engage the members 59, 60 in a manner to be hereinafter described. -Rotation of the brake bands in relation to the housing is prevented by a series of sliding keys |00, |0| as shown in Figures 3 and 4, which engage in key-ways |02 cut in the outer perlpheries of the bands. The keys |00 and |0| are slidably arranged `within a pocket |09 in the housing and maintained in position by covers |64. Each of the keys is bored as at |05, |06 to receive a helical compression 4spring |01 which tends to hold the brake bands out of engagement with the co-acting surfaces upon the brake drum and the gear housing. In the present case three sets of the keys are shown, but any desired number vmay be employed. 'Ihe keys, as shown more clearly in Figure 3, pass through the tubular members 66, 66 and 69 so that all these parts are held against rotation but capable of longitudinal movement.

Within the housing and positioned between the end cover 49 of the said housing and the rear face of the gear housing 96 are a pair of annular discs 66, 65 adapted to form, in conjunction with one another, a cylinder, within which cylinder is a piston 64. The disc 63 is connected to a tubular sleeve 66 which isl slidable endwise within the bore of the housing and extends forward until it meet-s the edge of the brake band 56 to which it is rotatively connected by a series of tongues 61 which engage in slots in the outer periphery of the band, as shown more clearly in the lower part of Figure 3. The sleeve 66 is also connected to the brake band 56 in a longitudinal direction by means of a round wire 66' which occupies an annular space cut half in the sleeve and half in the brake band. The piston 64 is connected to a tubular member 66 which is slidably mounted within the sleeve 66 and extends forward until it meets the front edge of the brake band 51 to which it is connected by means simllar to that just described in regard to the sleeve 66 and band 56. The brake band 62 is rigidly connected to or formed integral with the brake band 61. The disc 65 is provided with a cylin drical sleeve portion 66 which is slidable within the tubular member 66 and is connected to the front edge oi' the brake band 6|. The discs 66 and 65 are provided upon their inner periphery with internal ange members 16, 1|, respectively, which are connected together and bored so as to leave a clearance between them and the outer periphery of the hub 42 upon the cover 46. 'Ihe piston 64 is provided with an annular flange'12 which is bored to fit slidably upon the outer periphery of a boss 16, forming part of the disc 65.

By the construction above described, there are formed within the housing a pair of fluid pressure chambers 14, which communicate, by

means ofthe ports 16, 11, respectively,4with the interior of a valve cylinder 16 formed integral with the housing l. Within the rear portion of this cylinder is a .piston valve 19 having within its periphery ports 60, 6| and a central reduced portion 62 which are adapted to co-act with the ports 16, 11. There is also a port 62' which communicates with the outer aia The valve 19 is provided with a stem 62 which extends through a boss 63 to the outside of the cylinder, as shown in Figure 1, where it is connected to a manuagly operated button or other device by which it may be controlled from the dash of the vehicle.

Within the forward portion of the cylinder 16 is a piston-valve 64 having ports 65,. 66 which are arranged to co-act with the annular port 61 connected by a pipe 66 to the vacuum system of the motor whereby is derived a powerful vacuum in either of the chambers 14, 15 through which it is intended to operate the piston 64 in a manner to be hereinafter described. Rigidly connected to the piston valve 64 is a rod 69 which extends rearwardly through the proximate end of the valve 19 and terminates in a head 90, which head, at certain periods during the operation of the mechanism, abuts upon the end of the valve 19 so as to limit its movement in relation to the cooperating valve 64.

While the operation of the piston valve 19 is effected manually through the rod 62, subject to limitation of movement imposed upon it by the rod 69, the valve 64 is connected by the shank 9| and nut 92 to the inner end oi' one of a pair of radial arms 9J, 94 (see Figure 2) formed integral with the respective halves 95, 96 of an annular member rotatably mounted in a groove in the sleeve 26. The halves 95 and 96 are secured together by bolts 91 in the well known manner, and the inner ends of the arms 93, 94 are made of cylindrical cross section adapted to be engaged by the forked ends 96 of levers 99 through which the associated parts are moved endwise longitudinally as will appear hereinafter.

'Ihe levers 99 are keyed upon a rock-shaft |06 which is carried in bearings |09, H0 upon the housing, and integral with these levers is a vquadrant the lower transverse member ||2 mounted within a hollow sleeve ||8, which sleeve is vertically reclprocable through the operation of a rock-shaft ||9 upon which is keyed the crank |20 (see Figures'2 and 3) and this crank carries a pin |2| which engages a slot |22 in a lower extension |23 of the sleeve ,||8. The vertically movable sleeve ||8 which carries the bolt ||1 and also a helical compression spring |24 which constantly urges the bolt ||1 in an upward direction, is carried in a sliding block |25, the said block being slidable in guideways |26 and held in position thereinY by gib members |21 and bolts |28. Integral with the block |25 is an extension |29 in which are cut rack-like teeth |30, and below the said extension is a pinion |3| mounted upon the shaft |32 and having teeth meshing with the rack teeth |30, so that by rotation of the shaft 32, together with its pinion, the block |25 may be moved back and forth so as to bring the pin ||1 into position to engage any one of the openings ||3, ||4, ||5, ||6, as desired. In order to ensure the accurate location of the block |25 for this purpose there are provided upon the underside of the said block a series of depressions 2|8 in which engages a ball 2|9 urged upwards by the compression spring 220. Rotation of the shaft |32 is effected by a handle |33, shown in Figure 5, and in order to maintain thecrank |20 at all times in proper alignment with the sleeve ||8, there are provided upon the block |25 dependent angle members |34 which are secured to the block by screws |35 and lhaving their opposed inner faces so spaced as to embrace the hub of the crank. The crank |20 is rotatively secured upon the shaft |9 by the long feather keys |36 as shown in Figures 2 and 3. Rotation oi' the shaft ||9 is effected manually by means of the handle |33 upon the shaft |32 (see Figure 5) in the following manner- The shaft |32, which, as before stated, carries the pinion |3|, is mounted in bushings |31, |38 jour'naled in the extension |39 of the housing, and has a squared portion |40 by which it is rotatably coupled to the pinion |3|, so that the shaft is normally rotatablelrwithin the housing and also slidable in the bushings. Upon the inner end of the shaft 32 is a grooved collar |4| secured in position by the nut |42, and within the groove this collar engages pins |43 in the forked upper end of the lever |44. The lever |44 is mounted upon the fixed pivot |45, and intermediate this pivot and the upper forked end is a pin |46 which is connected by `a link |41 with a pin |48 upon the.crank |49 carried upon the squared end of the shaft ||9 (see Figures 2 and 5).

By the arrangement just described, it will be observed that rotation of thev shaft |32 by the handle |33 will cause rotation of the pinion |3|, and consequently, longitudinal movement of the block |25 carrying with` it the locking 'pin ||1, such movement having for its object `the selection of the particular opening in which the pin is desired to engage. Furthermore, endwise movement of the shaft |32 through the handle |33 will cause partial rotation of the shaft H9, the effect of which is to move the sleeve ||8 upward or downward through the action of the crank pin |2| and slot |22, thereby inserting or withdrawing the locking pin ||1 as desired. It will be observed also that, due to the insertion of the spring |24 beneath the pin ||1,'the sleeve 8 may be forced upward even though the pin ||1 may not be positioned opposite any one of the holes. V- In this case the spring |24 will be compressed ready to force the pin into the opening which is presented to it.

In order to enable the operator to check the proper working of the mechanism just described, the handle |33, which is convenientlyr located upon the dash, may be provided with a pointer and dial, and a second pointer may be'arranged in co-operative relation with the first pointer and operated by any suitable means from the levers 99 to indicate to the operator that the desired movement of the parts has been properly effected. Such an arrangement is shown diagrammatically in Figures 7 and 8, Figure 7 being a view corresponding to Figure 5 but looking from the opposite side, while Figure 8 is a section on line 8--8 of Figure 7. The handle |33 'carries a pointer 230 arranged in co-operative relation with a fixed dial 23| and between the said pointer and dial is arranged a second pointer 232 carried upon a bevel gear 233 which is driven through bevel gear 234, shaft 235, and bevel gears 235, 231 from the rock shaft |08, the arrangement being such that when the handle |33 has been moved to produce a certain position of the block |25, and the block has been properly locked in said position, this fact will be indicated by the position of the pointer 232 which will coincide with that of the pointer 230, as will be understood.

The operation of the transmission is as fol- 1ows:-The parts being in the relative positions shown in the drawings, in which they are locked in neutral position, with the exception of the piston valve 19 which will now be moved manually to its neutral position as shown in Figure 6. Under these conditions, the chambers 14, 15 are cut off from the vacuum system and connected with the outside air through the port 82. At this moment the brake bands 51, 58, 6|, 62 are held free of the drum and of the periphery of the housing 36 by means of the springs |01 acting through the keys |00, |0I. The key y|00 presses rearwardly against the edges of slots in the sleeves 6B, 68, and 69 and at the same time against the rear wall of the pocket |03. The key ||J| presses in the opposite direction against the opposed edges of the slots in the three sleeves just mentioned and also against the forward wall of the pocket |03.

The motor is now started and is adjusted to run at a relatively slow speed. The handle |33, Figure 5, is now pushed inward, moving over the cranum M9, rotating the shaft i0 and through the cram. |20 and pin |2| and slot |22 lowers the sleeve lf3 and so withdraws the locking pin ||1 from engagement withthe face ||2 of the quadrant iii;

At this moment the weight 20, having very little centrifugal force is moved inward through the action of the compression spring 20|', (Figure 1) guided upon the rod 202, which spring exerts through nut 203, a rearward pressure upon the sleeve 26, and this pressure through the link 24, moves the arm 2| and through it the arm I9 which carries the weight, which then occupies the innermost position shown in broken lines in Figure l.

By this movement the quadrant |1 through the rack I5 is caused to move the sleeve I5 forward'until a series of internal teeth |5| engage with the teeth of a pinion-like clutch member |53 splined upon the shaft 30 and secured by the nut |54.

The shaft 30, 3| now rotates with the motor shaft and flywheel, being driven through casing 9, sleeve I2 and the clutch connection just described. As a result the pinion 32 causes rotation `f the gear 33, Aand the gear 31, the latter rolling around the central pinion 44 which, due to the resistance of the vehicle, is held stationary, so that the entire housing I6 rotates freely in a direction Opposite to that of the motor shaft The rearward movement of the sleeve 26 as above described moves rearwardly also the arms 83, I4, and in this manner the piston. valve 04 is l0 also moved rearwardly so as to bring the port Il in alignment with the port 81 communicating with the vacuum line, thereby supplying energy to the cylinder 10.

The piston valve 16 is then moved manually 15 into the position shown in Figure 1, as a result of which the chamber 14 is connected to the vac,- uum system causing the piston 64 to move rearwardly while its cylinder moves in the opposite direction. In this manner the brake bands 6I, lo 62 are caused to gradually engage the periphery of the housing and hold it stationary. 'I'he pinion 82 still rotating, now rotates the gear 33, and through the gear I1 rotates the central pinion I4 and with it the central shaft 39 causing the g5 vehicle to move forward at slow speed.

During the primary acceleration of the vehicle the parts remain as above, but as the vehicle gains speed and the torque developed is reduced, motor speed increases. As a result the weight lo 20 is moved outward by centrifugal force and through the quadrant I1, moves the sleeve I5 rearwardly so that the teeth I5I slide into engagement with the teeth 5| of the sleeve 41. During this same movement the piston valve 84 is moved forward into the position shown in Figure 1, causing the port 86 to register with the opening 06 which communicates with the outer air and relieving the vacuum in the chamber 14. The spring |01 then causes release of the housing a I6 from the brake bands 6I, 62.

It will be observed that rearward movement of the sleeve I5, above explained, is in a helical direction due to its screw-like engagement with the screw thread I3 in the sleeve |2.

Engagement of the sleeve i5 with the sleeve 41 now causes rotation of the pinion 50 and through it the housing 36 which is now free.

The further movement of the sleeve due to continued acceleration causes the valve 84 to move forward until the port 85 registers with the vacuum port 61. This causes the brake bands 0I, 62 to again engage the housing 36 and hold it stationary. In this condition of the mechanism the pinion 50 rotates the gear 38, and with it the gear I1 which drives the pinion 44 upon the shaft 39. The mechanism is now in intermediate speed. The vehicle having gained momentum and the motor continuing to accelerate, centrifugal force of the weight 20 now causes the sleeve 5 to move further in a rearward direction, the teeth I5I sliding along the teeth 5I of the sleeve 41. (This further movement will not, however, take place unless the torque developed at the rear axle remains below a predetermined limit, since the action oi' the intermeshing screw threads will `resist any longitudinal movement of the sleeve I 6, as will be understood.) 'I'he teeth I5| finally reach the limit of their rearward movement and at this time the internal teeth |52 will be in engagement with the teeth of the member |53.

'Just prior to this latter movement the piston I4 is moved furtherforward connecting ports 05 with the outer air through opening 86 so as u to again release the brake bands 6I, B2 from.

engaging with the housing 36. The housing now rotates as a unit carrying with it the rear shaft 39 at full motor speed. In other words, the vehicle is now in "high speed.

In order to obtain a more definite location of the sleeve 26 in the several positions longitudinally of the sleeve I2, and to avoid unnecessary back-and-forth movement due to slight change in the motor speed, there is provided upon the sleeve 26 a boss 22|, see Figures 2 and 3, bored internally to receive a sleeve 222 inside of which is the sliding pin 223 having a conical point adapted to engage either of the grooves I4, I4', I4" (sec Figure 1) and hold the parts in relation frictionally by the action of the compression spring 224.

While normally the position of the sleeve 26 longitudinally of the sleeve I2 is determined by the speed of the motor, the same may be adjusted against the action of the centrifugal weights 20, on certain occasions, by the foot lever 225, the hub 226 of which is journaled upon the hub |I0, and which engages a pin 226 fixed to a short lever 221 keyed to the rock-shaft |08. One of such occasions is when the vehicle is going down hill, the mechanism being in high gear, and it isA desired to use the motor as a supplementary brake. In such case the mechanism may be instantly changed to intermediate speed although the motor may be racing. It will be noted that before operating the pedal, the block |25 must be moved into proper position by the handle |33, which is also manipulated so as to position the piln I1 for proper engagement with the quadrant I I.

The pedal 225 is so arranged that by moving it through its extreme stroke, the mechanism is changed to neutral, when a-ll gears are disengaged, as shown in Figure 1.

It will be observed from the foregoing descripif tion of a complete cycle of operations, that through the action of the centrifugal mechanism and its associated elements the ratio of the transmission will be automatically changed back and forth due to acceleration or retardation of the motor speed, governed, however, by torque conditions which, through the quick pitch connection between the sleeves I2 and I5, tenis to oppose the action of the centrifugal weight.

Assuming now that the vehicle running in high speed meets a hill condition which produces a higher torque, tending to overload the motor, the mechanism will automatically change to intermediate gear. During this period it is necessary to choke down the fuel supply to prevent the engine racing. This is effected automatically by means of the device shown in the lower part of Figure 1.

This device comprises a plunger 204 guided in a cylindrical bore 205 integral with the housing I. This plunger has a shank 206 which is connected to the arm 94 by a nut 201. Within a groove in the plunger is a feather 208 held in position by screws 209 and this feather is provided with a series of ratchet teeth 2I0 adapted to engage a pawl 2I| pivoted at 2I2 to the bracket 2I3. The pawl 2II is provided with a tail piece 2I4 which is in co-operative relation with the push rod 2I5, guided in the bracket 2I3. This push rod is normally held in the position shown by the compression spring 2I6 acting upon the head 2I1 of the rod. rI'he rod is connected to the accelerator mechanism of the carburetor so that as the transmission is automatically moved into a lower gear, during which movement the plunger 204 moves rearwardly, one of the teeth 2|0 engaging the pawl 2|| tilts the same over upon its pivot and pushes forward the rod 2 I5, choking the fuel supply. 'I'his action continues until the pawl is sulficiently tilted to slip by the engaging tooth.

When it is desired to change the transmission into reverse, it is firstv put into low gear and locked therein by the handle |33 in the manner previously described. The piston valve 19 is then moved manually in a rearward direction to the neutral position, as shown in Figure 6, in which the portion 82 on the valve coincides with the ports 16, 11 and connects them with the outer air through opening 82 in the cylinder 1B. The gear housing 36 is now released from the brake bands 8|, 62 by the spring |01 through the keys I 00, IBI, and the gears 31 roll freely around the central pin 44, the vehicle standing still. The valve 19 is now moved rearwardly until the port 8| in the valve coincides withthe port 11, connecting the chamber 15 with the vacuum system, which causes the brake bands 51, 58 to engage the brake drum 53. whereby the sleeve 41 and with it the pinion 50 is held stationary.

Due to the fact that the internal teeth |5i uponthe sleever|5 are at this time engaged with the pinion |53, the shaft 30, and with it the pinion 32, is rotating at motor speed, causing the gears 38 to roll around the pinion 50, the housing 38 turning in a direction opposite to that of the shaft 30. At the same time the gear 31, through the pinion 44, causes the shaft 39 to rotate in the opposite direction to the shaft 3|) but at a slower speed, since the gear 31 is of smaller diameter than the gear 38. The vehicle is now in reverse as will be understood.

It will be observed that when the mechanism is in the condition just described, that is to say locked in low gear, a great convenience in operation results from the fact that by merely moving the piston valve 19 back and forth the vehicle may be driven in forward and rearward directions rapidly alternating, which is very effective in getting the vehicle out of a rut into which it may have dug itself, using the momentum of the vehicle for this purpose.

It will be observed also that if, when the mechanism is in intermediate gear, the operator inadvertently pulls the valve 19 into the extreme rearward position, engaging the bands 51, 58 with the drum 53, the result will be to stall the motor. In order to avoid this, there is provided upon the piston valve 84 the rod 89 extending through the rear of the piston valve 19 and terminating in the head 90. By this arrangement, when the motor is running atintermediatespeed the valve 84 will be in such position that the valve 19 can be moved backwards suiiiciently to bring it to the central or neutral position but not enough to cause reversal of the mechanism.

It should be remarked here that only one centrifugal weight 20 is shown in the drawings but it is obvious that two or more such weights with associated links 24 would preferably be employed, the same being arranged in equally spaced relation around the axis.

While I have herein` described and shown a preferred embodiment of my invention, it will be without the usual friction clutch as at present usedin standard automobiles, I Amay in some cases employ any suitable form of clutch or disconnecting means between the flywheel and the transmission. In such cases the internal geared clutch member |52 will be eliminated and -the shaft 3| will be connected directly to the disc member of a friction clutch, (for example), and the operating levers of the clutch will be connected by links or other means to the quadrant i1 so as to engage the clutch when the gearing passes from second to high gear.

In all cases I employ the combined action of speed-responsive means and torque-responsive means for the operation of my improved transmission.

Having thus described my invention, what I claim and desire to secure by Letters Patent of v the United States is:

l. In an automobile transmission, the combination, Awith a main housing, of a gear casing rotatable within said housing; a planetary gearset within said casing comprising three central pinions, one of which is connected to the propeller shaft, one to a central shaft adapted to be driven by the motor, and the other to a sleeve surrounding said central shaft and also adapted to be driven by the motor, and a plurality of sets of three planetary pinions journaied in said casing andmeshing with said central pinions, each set being rotatively connected together or formed integral one with the other; brake means for holding said gear casing stationary; brakemeans for holding said sleeve stationary; clutch means for connecting said shaft and said sleeve alternatively with the motor shaft; speed responsive means for operating said respective brake means and said respective clutch means in proper sequence; and torque-responsive means for varying the effect of said speed-responsive means.

2. In an automobile transmission, the combination, with a main housing, of a gear casing rotatable within said housing; a planetary gearset within said casing comprising three central pinions, one of which is connected to `the propeller shaft, one to a central shaft adapted to be driven by the motor, and the other to a sleeve surrounding said centraVshaft and also adapted to be driven by the motor, and a plurality of sets of three planetary pinions journaled in said casing and meshing with said central pinions, each set being rotatively connected together or formed integral one with the other; brake bands adapted to engage said gear casing and hold the same stationary; a brake drum upon said sleeve; brake bands adapted to engage said drum and hold said sleeve stationary; clutch means upon said shaft and said sleeve; a hollow member surrounding said shaft and said sleeve and having clutch means adapted to engage the clutch means upon said shaft and said sleeve alternatively, said hollow member being driven from the motor shaft; and centrifugal speed-responsive means for operating said respective brake bands and for moving said hollow member in an axial direction to engage said respective clutch means in proper sequence.

3. In an automobile transmission, the combination, with a main housing, of a gear casing rotatable within said housing; a planetary gearset within said casing comprising three central pinions, one of which is connected to the propeller shaft, one to a central shaft adapted to be driven by the motor, and the other to a sleeve surrounding said central-shaft and also adapted to be driven by the motor, and a plurality of sets of three planetary pinions iournaled in said casing and meshing with said central pinions, each set being rotatively connected' together or formed integral one with the other; brake bands adapted to engage said gear casing and hold the same stationary; a brake drum upon said sleeve; brake bands adapted to engage said drum and hold said sleeve stationary; clutch means upon said shaft and said sleeve; a hollow member surrounding said shaft and said sleeve and having clutch means adapted to engage the clutch means upon said shaft and said sleeve alternatively, said hollow member being driven from the motor shaft; centrifugal speed-responsive means for operating said respective brake bands and for moving said hollow member in an axial direction to engage said respective clutch means in proper sequence; and torque-responsive means for varying the effect of said speed-responsive means.

4. In an automobile transmission, the combination, with a main housing, of a gear casing rotatable within said housing; a planetary gearset within said casing comprising three central pinions, one of which is connected to the propeller shaft, one to a central shaft adapted to be driven by the motor, and the other to a sleeve surrounding said central shaft and also adapted to be driven by the motor, and a plurality of sets of three planetary pinions journaled in said casing and meshing with said central pinions, each set being rotatively connected together or formed integral one with the other; brake bands adapted to engage said gear casing and hold the same stationary; a brake drum upon said sleeve; brake bands adapted to engage said drum and hold saidsleeve stationary; clutch means upon said shaft and said sleeve; a hollow member surrounding said shaft and said sleeve and having clutch means adapted to engage the clutch means upon said shaft and said sleeve alternatively, said hollow member being driven from the motor shaft; and centrifugal speed-responsive means for operating said respective brake bands and for moving said hollow member in an axial direction to engage said respective clutch means in proper sequence, said last-named means comprising a series of levers rotatively connected to the motor and provided with centrifugally operated weights, resilient means adapted to resist the centrifugal force of said weights, toothed members upon said levers engaging a complementary toothed member upon said hollow member, an outer sleeve surrounding said hollow member driven by the motor and arranged in driving relation with said hollow member, a collar Aslidably mounted upon said outer sleeve, link means connecting said levers to said collar, fluid pressure means adapted to operate said brake drums, and valve means controlling said fluid pressure means and actuated by said collar.

5. In an automobile transmission, the combination, with a main housing, of a gear casing rotat- 'able within said housing; a planetary gear-set integral one with the other; brake bandsladapted to engage said gear casing and hold the same stationary; a brake drum upon said sleeve; 'brake bands adapted to engage said drum and hold said sleeve stationary; clutch means upon said shaft and said sleeve; a hollow member surrounding said shaft and said sleeve and having clutch means adapted to engage the clutch means upon said shaft and said sleeve alternatively, said hollow member being driven from the motor shaft; centrifugal speed-responsive means for operating said respective brake bands and for moving said hollow member in an axial direction to engage said respective clutch means in proper sequence; and torque-responsive means for varying the effect of said speed-responsive means, said last-named means comprising a quick-pitch screw connection between said hollow member and its motor-driving element, whereby under predetermined torque conditions said hollow member will be moved axially in the opposite dlrection to that resulting from the said centrifugal means.

6. In an automobile transmission; the combination, with a. main housing, of a gear casingrotatable within said housing and having upon its outer periphery a pair of opposed frusto-conical with a pair of opposed frusto-conical brake sur-y faces and also adapted to be driven by the motor, and a plurality of sets of planetary pinions journaled in said casing and meshing with said central pinions, each set being rotatably connected together or formed integral one with the other; a pair of brake bands having frusto-conical surfaces adapted to engage with the surfaces upon said gear casing; a pair of brake bands having frusto-conical surfaces adapted to engage said drum and to hold said sleeve stationary; said respective brake bands being slidably mounted within said housing and keyed against rotation in relation thereto, and having resilient means for releasing them from their respective coacting surfaces; clutch means for connecting said shaft and said sleeve alternatively with the motor shaft; speed-responsive means for operating said respective brake means and said respective clutch means in proper sequence; and torque-responsive means for. varying the effect of said speedresponsive means.

7. In an automobile transmission, the combination, with a variable-speed gear-set of the selective type, of speed-responsive means for changing the ratio of said gear-set, torque-responsive means for controlling the operation of said speed-responsive means, and manually operated means for positively locking the transmission to operate at a predetermined ratio, said means comprising a driving member, a sliding collar upon said member adapted to effect changes in the gear ratio, an annular groove in said collar, a lever oscillably mounted upon a fixed pivotiand engaging said groove, a quadrant upon said lever having therein a series of openings corresponding to the various ratios, and a manually operated bolt adapted to selectively engage said openings.

FRANK KUEHNEL. 

